Bicycle handlebar and grip assembly

ABSTRACT

A bicycle handlebar assembly that includes a body having at least two grip areas positioned for interaction with the hands of a rider. The grip portions or grip areas are preferably spaced apart by a center portion that secures the assembly to a bicycle steerer tube. A channel or detent is formed in the body proximate at least one, and preferably proximate each grip portion or grip area. A dampener formed of a different material than the body is disposed in the detent and dissipates at least a portion of vibration of the body to reduce vibrations communicated to the hands of the rider from handlebar vibration. An optional grip assembly cooperates with the handlebar assembly and is constructed to further dampen handlebar vibration.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 61/313,536 titled “Bicycle Handlebar And Grip Assembly” whichwas filed on Mar. 12, 2010 and the disclosure of which is expresslyincorporated herein.

BACKGROUND OF THE INVENTION

The present invention relates generally to bicycles and, moreparticularly, to a bicycle handlebar and bicycle grip assemblies thatdampen and isolate a rider from vibrations associated with operation ofthe bicycle.

Handlebar grips are a common accessory on bicycles. Handlebar gripsallow a user to more comfortably control and interact with the handlebarto manipulate the front wheel to steer the bicycle and to maintaincontrol of the bicycle. Handlebar grip assemblies, particularly thoseused on off-road or mountain bicycles are preferably soft on the outsideso that they can be held with sufficient pressure to maintain control ofthe bicycle without irritating the rider's hands when the bicycle isridden over rough terrain. Although many different manufacturers providea wide variety of grip configurations, there are a number of bicycleswhose construction limits the use of such widely available padded gripassemblies.

Bicycles intended to be ridden upon paved surfaces, commonly referred toas road bikes, are provided with a generally curvilinear handlebarassembly. Such handlebars provide various grip positions so that a ridercan periodically adjust the position of their torso to reduce fatigueand improve aerodynamic function Commonly, such handlebars allow therider to maintain a “tuck” position and a slightly more upright, butstill forward inclined portion. Unfortunately, such handlebar assembliescommonly have distal ends that are ill-positioned for use with many ofthe known padded grip assemblies. In an effort to reduce agitation ofthe rider's hands caused by interaction with such handlebars, manyriders/manufacturers commonly wrap such handlebars with grip tape and/orpadded, leather, or foam type tapes to improve the ability of the riderto grip such bars. Even with such wraps, there is a desire to provide ahandlebar assembly that dampens vibration and/or otherwise betterisolates a rider from the handlebar vibrations associated with bicycleoperation.

Many off-road bicycles or mountain bicycles are equipped with a fairlyrobust and generally straight shaped handlebar. Such handlebars areshaped and constructed to withstand vigorous rider interactionassociated with off-road riding. Although such handlebars canconveniently cooperate with any of a number of grip assemblies, suchhandlebar assemblies relegate vibration isolation or shock dampeningperformance to the bicycle steerer assembly or to a grip assemblysecured to the handlebar. Providing a vibration dampening steererassembly substantially increases the complexity and the cost associatedwith the steerer assembly and also increases the weight of the resultantbicycle assembly. With respect to aftermarket or other supplementalhandlebar grip assemblies, such grip assemblies are commonly rigidlysecured to the handlebar. Unfortunately, many of the mountingarrangements of such supplemental grip assemblies also result in atleast partial undesirable communication of the vibration of thehandlebar to the hands of the rider via the grip assembly. Furthermore,such grip assemblies must also be provided with a robust construction towithstand the vibration of the handlebar and the user interactiontherewith. Accordingly, such an assembly unnecessarily increases theoverall weight of the handlebar assembly and only minimally offsets thedetriments of handlebar vibration.

Therefore, there is a need to provide a handlebar assembly, handlebarand grip assembly, and/or grip assembly constructed to absorb and/ordissipate a portion of the vibration associated with bicycle operation.There is a need for a bicycle handlebar, handlebar and grip, and/or gripassembly that better isolates the rider from the vibrations associatedwith interaction with the steering assembly during operation of thebicycle. It would also be desirable to provide a handlebar and grip,and/or grip assembly that is both robust and lightweight and whichdampens vibration associated with bicycle operation. It is furtherdesired to provide a bicycle handlebar and grip assembly wherein boththe handlebar and the grip assembly each reduce or limit vibrationscommunicated to a rider via the steering control assembly.

BRIEF DESCRIPTION OF THE INVENTION

The present invention provides a bicycle handlebar and bicycle gripassembly that overcomes the aforementioned drawbacks. One aspect of theinvention discloses a bicycle handlebar assembly having a dampener thatabsorbs a portion of the vibration of the body of the handlebar. Anotheraspect of the invention discloses a grip assembly that cooperates withthe handlebar assembly and further dampens vibration of the handlebarassembly and reduces the transmission of such vibration to the rider.

A handlebar assembly according to another aspect of the inventionuseable with one or more of the above aspects includes a handlebar bodyformed of a first material that extends from a first distal end to asecond distal end. A first grip portion and a second grip portion areformed toward opposite ends of the body. The body includes a clampportion that is positioned longitudinally between the first grip portionand the second grip portion. The clamp portion is constructed to engagea steerer clamp. A channel is formed along a portion of at least one ofthe first grip portion and the second grip portion. A dampener that isformed of a material that is more pliable than the material of thehandlebar body is disposed in the channel and dampens vibration of thebody.

Another aspect of the invention discloses a bicycle handlebar assemblythat is combinable with one or more of the aspects described above. Thehandlebar assembly includes a first grip portion and a second gripportion positioned opposite the first grip portion. The handlebarassembly includes a center portion that connects an inboard end of eachof the first grip portion and the second grip portion and thatlongitudinally spaces the first grip portion and the second gripportion. The center portion is constructed to be secured to a steerertube. A detent extends along at least a portion of each of the firstgrip portion and the second grip portion. A vibration dampener isdisposed in each detent and is shaped to cooperate with the detent toprovide a generally continuous cross-sectional shape along alongitudinal length of each respective grip portion. Such a constructionallows a variety of grip assemblies, including a grip wrap, to bepositioned about the handlebar assembly proximate the respective gripportions. In a preferred aspect, the grip assembly includes an openingthat is configured to be aligned with the vibration dampener so that therider can directly or indirectly interact with the dampener but so thatno rigid structure is disposed between the rider and the dampener.

Another aspect of the invention that is useable with one or more of theaspects above is a grip assembly that fits over a grip portion of thehandlebar assembly. The grip assembly includes a core that fits over thehandlebar. A first clamp and a second clamp cooperate with the oppositeends of the core and secure the core with respect to the handlebar. Thegrip assembly includes a grip body that is formed of an elastomermaterial and overlies a majority of the core. An opening is formed in aportion of the core and exposes a portion of an inside surface of thegrip pad to the handlebar. When the grip assembly is attached to ahandlebar having a dampener, the opening aligns with the dampener sothat the dampener and the grip pad both reduce vibrations communicatedto a hand of a rider.

Another aspect of the invention that is useable or can be combined withone or more of the above aspects discloses a method of isolating abicycle rider from handlebar vibration. The method includes forming ahandlebar that is securable to a bicycle and shaped to be gripped by auser. A detent is formed in the handlebar proximate at least one area ofcommon interaction with a hand of a user of a bicycle and is populatedwith a dampener that is formed of material that is more pliable than amaterial of the handlebar. Such a construction provides a handlebarassembly that is robust to allow control of the bicycle during vigorousriding but provides vibration isolation relative to the hands of therider.

These and various other features and advantages of the present inventionwill be made apparent from the following detailed description and thedrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings illustrate one preferred embodiment presently contemplatedfor carrying out the invention.

FIG. 1 is a side elevation view of a bicycle equipped with a handlebarassembly and a grip assembly according to the present invention;

FIG. 2 is a perspective view of the handlebar and grip assembly shown inFIG. 1 with the grip assembly and handlebar dampener of one grip portionexploded from the handlebar assembly;

FIG. 3 is a lateral cross-section view of the handlebar assembly andgrip assembly taken along line 3-3 shown in FIG. 2;

FIG. 4 is an elevation view of an assembled end of the handlebarassembly and grip assemblies shown in FIG. 2;

FIG. 5 is an exploded perspective view of the grip assembly shown inFIG. 2;

FIG. 6 is a perspective view of a body of the handlebar assembly shownin FIG. 2;

FIG. 7 is a view similar to FIG. 4 with the grip assembly and handlebardampener removed from the body of the handlebar;

FIG. 8 is detailed view of a clamp assembly portion of the grip assemblyshown in FIG. 2;

FIG. 9 is a partial exploded view of the handlebar and grip assemblyshown in FIG. 2;

FIG. 10 is an exploded view of another handlebar grip assembly useablewith the handlebar assembly shown in FIG. 1;

FIG. 11 is partial exploded view of the handlebar and grip assemblyshown in FIG. 9;

FIG. 12 is cross-sectional view of a grip and grip sleeve of the gripassembly taken along line 12-12 shown in FIG. 11;

FIG. 13 is an elevational view of the grip assembly shown in FIG. 12 inthe direction of line 13-13 shown in FIG. 12;

FIG. 14 is an elevational view of a handlebar dampener of the handlebarassembly shown in FIG. 2;

FIG. 15 is a cross-sectional view of the dampener shown in FIG. 14 takenalong line 15-15;

FIG. 16 is a perspective view of an end cap of one of the handlebar gripassemblies shown in FIG. 2;

FIG. 17 is a perspective view of a handlebar assembly according toanother embodiment of the invention with one vibration dampener explodedfrom the handlebar assembly;

FIG. 18 is an elevational view of the handlebar assembly shown in FIG.17; and

FIG. 19 is a graphical representation showing a grip pressureconcentration plot during testing of various handlebar and grip assemblyconfigurations.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 shows an exemplary bicycle 10 equipped with a handlebar or ahandlebar assembly 12 according to one embodiment of the presentinvention. Handlebar assembly 12 is connected to a fork or steererassembly 14 of bicycle 10 and is rotatable relative to bicycle 10 toeffectuate steering of the bicycle. Handlebar assembly 12 and a seat 16are attached to a frame 13 of bicycle 10. A seat post 20 is connected toseat 16 and slidably engages a seat tube 22 of frame 13. A top tube 24and a down tube 26 extend in a forward direction from seat tube 22 to ahead tube 28 of frame 13. Handlebar assembly 12 is rigidly connected toa stem or steerer tube 30 that passes through head tube 28 and issecured or otherwise attached to a fork crown 32 of steerer assembly 14.Handlebar assembly 12 is rotatably attached to bicycle 10 such thathandlebar assembly 12 and fork crown 32 rotate about a longitudinal axisof steerer tube 30.

Steerer assembly 14 includes a pair of forks, fork blades or fork legs34 that extend from generally opposite lateral sides of fork crown 32.Fork legs 34 support a front wheel assembly 36 at an end thereof ordropout assembly 38. Dropout assemblies 38 engage generally oppositesides of an axle 40 that is engaged with a hub 42 of front wheelassembly 36. A number of spokes 44 extend from hub 42 to a rim 46 offront wheel assembly 36. A tire 48 is engaged with rim 46 such thatrotation of hub 42 and rim 46, relative to fork legs 34, rotates tire 48relative to a ground surface 49. As is commonly understood, side to siderotation of handlebar assembly 12 turns front wheel assembly 36 in alateral direction to facilitate steering of bicycle 10.

Bicycle 10 includes a front brake assembly 50 that is operationallyconnected to an actuator that is attached to handlebar assembly 12 at alocation proximate interaction of the rider's hands with handlebarassembly 12. The brake assembly includes a pair of brake pads that arepositioned on generally opposite lateral sides of front wheel assembly36. The brake pads selectively engage a brake wall 54 of rim 46 andthereby provide a stopping or slowing force to front wheel assembly 36.The brake pads are attached to a caliper assembly that is operationallyconnected to the handlebar supported actuator by a brake cable 55 orother flexible driving member, such as a fluid connection member. It isfurther appreciated that although brake assembly 50 is shown as what iscommonly understood as a rim brake, brake assembly 50 couldalternatively be configured as a disk brake system wherein the brakeassembly is positioned nearer the hub of the wheel assembly andinteracts with a disk secured thereat. Examples of both such systems arefairly common in the art.

Still referring to FIG. 1, bicycle 10 includes a rear wheel assembly 56that is also equipped with a brake assembly 58. Brake assembly 58includes a pair of brake pads 60 that are manipulated by a caliper 62that extends about generally opposite lateral sides of rear wheelassembly 56. Rear wheel assembly 56 includes a rear wheel 66 that issupported by a rear axle 64. Rear wheel brake assembly 58 interacts withrear wheel 66 in a manner similar to the association of the front brakeassembly and front wheel assembly 36. Those skilled in the art willappreciate that front and rear brake assemblies 50, 58 are merelyexemplary of one brake assembly useable with bicycles 10. It isappreciated that either or both of front and rear wheel assemblies 36,56 could be provided with other braking arrangements such as disc brakeassemblies as discussed above.

Axle 64 of rear wheel assembly 56 is offset from a crankset 72 by one ormore seat stays 68 and chain stays 70. Crankset 72 includes a set ofpedals 74 that is operationally connected to a flexible drive membersuch as a chain 76 via a gear set, chain ring, or sprocket 78. Rotationof chain 76 communicates a drive force to a gear cluster 80 positionedproximate rear axle 64. Gear cluster 80 is generally concentricallyorientated with respect to rear axle 64 and includes a number ofvariable diameter gears.

Gear cluster 80 is operationally connected to a hub 82 of rear wheel 66.A number of spokes 84 extend radially between hub 82 and a rim 86 ofrear wheel 66 of rear wheel assembly 56. As is commonly understood,rider operation of pedals 74 drives chain 76 thereby driving rear wheel66 which in turn propels bicycle 10. Steerer assembly 14 supports aforward end 88 and rear wheel assembly 56 supports a rearward end 89 ofbicycle 10 above ground surface 49. Handlebar assembly 12 is connectedto frame 13 and steerer assembly 14 such that rider manipulation ofhandlebar assembly 12 is communicated to steerer assembly 14 tofacilitate turning of front wheel assembly 36 relative to frame 13 withrespect to a longitudinal axis of bicycle 10. As is commonly understood,such manipulation of handlebar assembly 12 steers bicycle 10 duringriding.

Understandably, the construction of bicycle 10 shown in FIG. 1 is merelyexemplary of a number of bicycle configurations. That is, whereasbicycle 10 is shown as what is commonly understood as cross-over ormulti-purpose bicycle, it is appreciated that handlebar assembly 12 isuseable with other bicycle configurations such as bicycles intended tobe ridden on only paved surfaces, commonly referred to a street or roadbike, as well as off-road, hybrid, mountain, and/or dirt bikes, commonlyconfigured to be primarily ridden on unpaved surfaces, as well ascross-over bicycle configurations that are configured to be ridden onboth paved and unpaved surfaces. Regardless of the configuration ofbicycle with respect to the intended riding surface, vibrationsassociated with bicycle operation can be communicated to the rider viathe rider interaction with the handlebar. Handlebar assembly 12 isconfigured to limit or reduce the communication and localized magnitudeof such vibrations to the hands of the rider.

FIGS. 2-9 show handlebar assembly 12 with a left hand optionalsupplemental grip assembly 100 secured to the handlebar assembly 12 anda right hand optional supplemental grip assembly 100 exploded therefrom.It is appreciated that the respective left and right hand optional gripassemblies 100, 102 are generally mirror images of one another.Handlebar assembly 12 is constructed to cooperate any of a number ofgrips such optional palm grip assemblies 100 and/or other grips such aswraps, as explained further below with respect to FIGS. 17 and 18, thatare simply wound around the body of the respective handlebar assembly12. Still referring to FIGS. 2, 6, and 7, handlebar assembly 12 includesa first grip portion or grip site 90 and a second grip portion of gripsite 92 that are positioned proximate generally opposite longitudinalends 94, 96 of an elongated body 98 of handlebar assembly 12.

Handlebar assembly 12 includes a pair of dampeners 108, 110 are eachsecured to body 98 of handlebar assembly 12 proximate one of first andsecond grip sites 90, 92. Body 98 includes a center portion 112 that isgenerally centrally disposed and connects the oppositely extending gripportions 90, 92. Body 98 has a generally elongated shape whosecross-sectional area preferably generally decreases in oppositedirections away from a longitudinal midpoint, indicated by line 118, ofbody 98. Center portion 112 of body 98 is constructed to cooperate witha clamp assembly 120 associated with steerer tube 30. Center portion 112includes a longitudinal axis, indicated by line 122, that is oriented inan offset and crossing direction with respect to a longitudinal axis124, 126 associated with each of grip sites 90, 92, respectively. Gripsites 90, 92 preferably extend in an upward and rearwarddirection-toward a rider with respect to center portion 112 of body 98when handlebar assembly 12 is secure to an underlying bicycle.Preferably, a transition portion 128, 130 is formed between centerportion 112 and each grip site 90, 92 and fluidly connects centerportion 112 to each grip portion 90, 92 of body 98. Transition portions128, 130 provide a generally smooth and continuous gradual reduction inthe cross-sectional area of body 98 between center portion 112 and eachof the respective grip sites 90, 92 in a lateral outward directionrelative to longitudinal midpoint 118.

Each grip site 90, 92 of body 98 includes a detent or channel 136 thatextends in a longitudinal direction along body 98 at one or morelocations of body 98 where a rider's hand is intended to interact withhandlebar assembly 12 or at each intended grip site. Each channel 136receives a dampener 108, 110. As shown in FIG. 3, dampeners 108, 110 arepreferably shaped to generally complete the tubular circularcross-sectional shape, indicated by line 137 (FIG. 7) of grip sites 90,92 of handlebar body 98. Each dampener 108, 110 can include an optionalnipple 140 that cooperates with an opening 142 formed in a respectivechannel 136. Nipple 140 is constructed to cooperate with opening 142 ofchannel 136 to at least partially secure and preferably orient or indexa respective dampener 108, 110 relative to handlebar bar body 98.Alternatively, an optional adhesive insert 144, such as a two-sidedadhesive material or other bonding agent, can be disposed between therespective dampener 108, 110 and handlebar body 98. Preferably, insert144 is provided as two-sided tape that provides securing along an entireunderside of each dampener 108, 110 with body 98. Understandably, glueor another adhesive agent could be used to secure each dampener 108, 110with respect to a corresponding channel 136. In one aspect, eachoptional insert 144 includes an opening 148 that cooperates with nipple140 so as to orient each insert 144 and dampener 110 relative to arespective channel 136.

As best shown in FIGS. 14 and 15, each dampener 108, 110 includes anelongated body 150 that is formed of an elastomeric material having adesired durometer. Each dampener body 150 includes a bar side 152 and ahand side 154. Each bar side 152 of a respective dampener 108, 110 isshaped to substantially correspond to the shape of the correspondinggroove or channel 136 formed in body 98 of handlebar assembly 12.Preferably, a mostly or entirely continuous interface surface is formedbetween each dampener body 150 and handlebar body 98. Body 150 includesa distal or outboard end 156 and an inboard end 158. The outboarddirection refers to the right and left side lateral directions that faceaway from a longitudinal centerline of bicycle 10 whereas inboarddirections refer to those directions that originate at the right andleft hand outboard locations and are directed toward the longitudinalcenterline of bicycle 10.

Inboard end 158 of bar side 152 of dampener body 150 includes a taperedend 160 that corresponds to a shape and length of a correspondingtapered portion 162 (FIG. 2) of a respective channel 136 of handlebarbody 98. The mating shape of dampener body 150 and channel 136 providesfor a snug and conductive interaction between handlebar body 98 and eachdampener body 150. Optional nipple 140 extends from bar side 152 ofdampener body 150 proximate outboard end 156. As shown in FIG. 3, nipple140 interacts with opening 142 formed in handlebar body 98 to slightlydeform nipple 140 when the nipple is introduced to opening 142. Suchinteraction creates a bulge 168 on nipple 140 at a location insidehandlebar body 98. When provided with option nipple 140, bulge 168secures a respective dampener 108, 110 relative to handlebar body 98.Alternatively, an optional fastener 170 (FIG. 15) could be provided thatdeforms nipple 140 and/or interacts with handlebar body 98 to securedampener body 150 relative thereto.

Regardless of the securing methodology, each dampener 108, 110 ispreferably constructed of an elastomeric or rubber-type material whereasbody 98 of handlebar assembly 12 is formed of a more rigid material,such as a metal, like steel or aluminum based materials, and/or carbonfiber material. Preferably, body 98 is formed of aluminum or carbonfiber and dampeners 108, 110 are formed of a more pliable and resilientmaterial having durometer values between about A25, a durometer valuecomparable to a rubber band, and about A55, a durometer value comparableto a door seal. Understandably, dampeners 108, 110 could be providedwith higher and lower durometer values as a function of the intended useof the underlying bicycle, if a supplemental grip assembly is intendedto be used with the handlebar assembly, and an amount of vibrationdampening desired and/or tolerable to satisfy rider preferences.

Preferably, dampeners 108, 110 have a shore durometer hardness value inthe range of about A25 to A35. More preferably, the properties ofdampeners 108, 110 are selected to as to adequately dampen vibration ofthe underlying handlebar and to cooperate with any of a number of gripmethodologies common to the shape of the bar. Said in another way,dampeners 108, 110 are preferably formed of a pliable material that canwithstand the interaction associated with a grip, in the form of eithertape or a grip assembly being positioned over the dampener.

Additionally, when only close tolerance is provided between a dampenerand a supplemental grip assembly, lubrication or one or more assemblysteps, such as air blowing, introduction of water, applying a releaseagent to the dampener, using a talc based lubricant such as a talcumpowder between interfitting parts, and/or altering the material of thedampener to have a higher durometer value, or decreasing the elasticityof the dampener may be taken to assist in a properly positioning asupplemental grip assembly with respect to the handlebar assemblywithout unduly detracting from performance of the dampener. Of theabove, the use of talc material seemed to be most beneficial whereas airblowing, although still workable, seemed to be less beneficial withrespect to assembling an exemplary handlebar assembly with an overlyingor supplemental grip assembly.

Preferably, the material of dampeners 108, 110 are not formed of oilbased materials if glue or double sided tape is utilized as insert 144and intended to attach the dampener to the bar as the oil may detractfrom desired adhesion between the dampener and the underlying bar.Dampener's 108, 110 dampen vibration of body 98 of handlebar assembly12. As such, dampeners 108, 110 reduce the transmission as well as theconcentration magnitude of vibrations of handlebar body 98 that arecommunicated to the hands of a rider. Accordingly, handlebar assembly12, even without supplemental grips such as tape or palm grip assembliesas explained further below, reduces the vibrations the hands of therider must withstand.

As explained further below with respect to FIGS. 17 and 18, althoughhandlebar assembly 12 is commonly referred to as a straight bar, eventhough it does not have a perfectly linear shape, it is appreciated thatthe vibration dampening of the handlebar assembly 12 of the presentinvention is applicable to handlebar configurations other than thegenerally “straight” handlebar configuration shown in FIGS. 2 and 6.That is, it is appreciated that body 98 could be provided in virtuallyany shape and constructed to include more than two channels andcorresponding dampeners. As explained further below, FIGS. 17 and 18show a road bike bar that includes multiple left hand and multiple righthand grip sites. It is understood that this is but another individualbut common shape of bicycle handlebars. It is appreciated that handlebarassembly 12 could have virtually any shape and any number of discretegrip sites intended to be gripped by a user.

FIGS. 2-5 and 8-13 show various supplemental or optional grip assembliesthat are configured to cooperate with handlebar assembly 12 as describedabove. Referring to FIGS. 4-9, in a first embodiment, each optional gripassembly 100 includes a core 200, a grip pad 202 that is positionableabout the core 200, an inboard clamp 204, an outboard clamp 206, and anend cap 208. As used herein, like handlebar assembly 12, the inboard andoutboard directions refer to the orientation of the respectivecomponents of grip assemblies 100 with respect to a longitudinal axis ofbicycle 10. Said in another way, inboard structures are located nearerthe longitudinal axis of bicycle 10 than outboard structures.

Core 200 includes an inboard end 210 that cooperates with inboard clamp204 and an outboard end 212 that cooperates with outboard clamp 206.Core 200 includes a window or opening 214 that extends in a longitudinaldirection along a substantial portion of core 200. As shown in FIG. 9,when core 200 is engaged with body 98 of handlebar assembly 12, opening214 overlies and exposes all or a substantial portion of the hand side154 of the dampener 108, 110 positioned therebehind. As explainedfurther below, such a construction allows the vibration or oscillationdampening performance of handlebar assembly 12 to augment the vibrationor oscillation dampening performance attributable to grip assembly 100.

An ear 220 extends in a radially outward direction from core 200 nearoutboard end 212 of core 200. Ear 220 includes an opening 222 and atleast one rib 224 that is positioned inboard along ear 220 relative toopening 222. Ear 220 and rib 224 cooperate with a cavity 226 formed ingrip pad 202 to index grip pad 202 with respect to core 200 andhandlebar assembly 12. Grip pad 202 includes another internal cavity 228that fluidly communicates with cavity 226 and is constructed to snugglyoverlie the generally cylindrical portion of core 200. As shown in FIG.8, a distal outboard end of handlebar body 98 is exposed near anoutboard end of grip assembly 100. Outboard clamp 206 and end cap 208cooperate with handlebar body 98 and core 200 of grip assembly 100 so asto support the outboard end of grip assembly 100 with respect tohandlebar body 98.

Each of inboard and outboard clamps 204, 206 are formed as split ringsconstructed to cooperate with a respective fastener 230, 232 so thattightening of the respective fastener 230, 232 compresses the respectiveclamp 204, 206 about body 98 of handlebar assembly 12. As shown in FIG.8, fastener 232 associated with outboard clamp 206 also passes throughopening 222 formed in ear 220 of core 200. Tightening of fastener 232biases a radially inward directed surface 236 of clamp 206 intoengagement with end cap 208 and an outwardly directed surface 240 of thedistal end of handlebar body 98. The generally noncircular cooperationof end cap 208 with the channel 136 formed in handlebar body 98 andclamp 206 with ear 220 of core 200 provides a generally smoothaesthetically and textually pleasing, yet rigid and robust, connectionat the outboard end of grip assembly 100 with handlebar assembly 12.

Preferably, core 200 of grip assembly 100 is formed of a fairly robustand generally non-deformable material such as metal and/or a rigidplastic material. Comparatively, grip pad 202 is formed of a fairlypliable and somewhat deformable or elastic material. Grip pad 202further reduces and at least partially isolates a rider from vibrationsof handlebar body 98 that may be communicated to grip pad 202 via theinteraction with core 200 of grip assembly 100. It should be appreciatedthat a handlebar assembly equipped with a supplemental grip assemblysuch as grip assembly 100 provides a larger surface area for interactionwith a palm area of a hand of a rider as compared to direct riderinteraction with handlebar assembly 12 without any such supplementalhandlebar grip assembly.

When considered in conjunction with handlebar assembly 12, grip pad 202and dampener 110 each contribute to dampening of vibrations communicatedto the hands of a rider. Furthermore, the cavity defined by opening 214of core 200 of grip assembly 100 provides a space 250 between grip pad202 and dampener 110 that allows inward deflection of grip pad 202toward dampener 110 during radially inward directed loading of gripassembly 100 via interaction with the hand of the rider. Such aconstruction provides a grip pad vibration or suspension performancefurther reduces or limits operational vibrations communicated to thehands of the rider. Such a benefit can be augmented by combining theshock or vibration dampening performance of both grip assembly 100 andhandlebar assembly 12. Said another way, that portion of grip pad 202that generally underlies the rider's palm is allowed to deflect inwardrelative to core 200 toward dampener 110 thereby reducing the magnitudeof the impact vibrations communicated to the hand of the rider.Accordingly, handlebar assembly 12 and grip assembly 100 each contributeto dampening or reducing handlebar vibrations that would otherwise becommunicated to a rider. Accordingly, each of handlebar assembly 12 andgrip assemblies 100 individually improve rider experience, decreaserider fatigue associated with standing handlebar vibration and tend toenhance a rider's interaction with the underlying bicycle.

FIGS. 10-13 show another grip assembly 300 that is configured tocooperate with handlebar assembly 12. For convenience only the left handhandlebar and grip assembly is shown although it should be appreciatedthat the right hand assembly would be provided in a generally mirrorimage construction of the left hand assembly. Grip assembly 300 includesa sleeve or core 302, a grip body 304, and a clamp ring 306 that securescore 302 at a respective location on handlebar assembly 12.

Core 302 includes an elongate body 308 that defines an interior chamber310 and is shaped to slidably cooperate with handlebar assembly 12.Elongate body 308 includes a generally open inboard end 312 and asubstantially or completely closed outboard end 314. Preferably,outboard end 314 is constructed to not allow passage of handlebarassembly 12 completely through core 302. A number of optional passages315 can be formed through core 302 along one or more of the longitudinalor circumferential length of core 302. Alternatively, core 302 could besolid bodied and/or shaped to have a window or passage similar toopening 214 of grip assembly 100.

A number of bosses 316 are formed on outboard end 314 of core 302 andextend in an outward direction therefrom. Bosses 316 are shaped, andoriented to cooperate with a corresponding configuration of cavities 320formed on an outboard end 322 of grip body 304. Grip body 304 is formedas an elongate shape and slidably cooperates with core 302. Preferably,grip body 304 is formed of a first material 324 and a second material326 that is a different durometer value than materials 324. Preferably,first material 324 is less pliable or more rigid than second material326. Preferably, second material 326 is generally positioned in thatarea of grip body 304 that underlies a majority of the hand or palm of arider during interaction with grip assembly 300.

Regardless of the number and types of material that compose body 304, aninterior surface 330 of grip body 304 is preferably shaped to cooperatewith core 302 in a slidable but highly frictional manner. That is, it isenvisioned that body 304 must be forced over core 302 with theassistance of one or more tools and/or lubricants but once positionedthereover, body 304 is positionally fixed with respect to core 302 whensubjected to interaction with the hand of a rider during even aggressiveriding. It is further envisioned that interior surface 330 of grip body304 include one or more projections that cooperate with one or more ofthe passages 315 formed in core 302 when grip body 304 is positionedthereover. Such interaction further resists translation of grip body 304relative to core 302 during use of grip assembly 300.

Inboard end 312 of core 302 includes a clamp flange 334 that, when gripbody 304 is fully engaged with core 302, extends beyond an inboard mostedge of grip body 304. Clamp flange 334 has a width, indicated by arrow336, which generally corresponds to a width, indicated by arrow 338, ofclamp ring 306. Flange 334 includes a first ear 340 and a second ear 342that are positioned between clamp ring 306 and handlebar assembly 12. Afastener 344 cooperates with opposite ends 346, 348 of clamp ring 306and can be adjusted to manipulate an interior diameter, indicated bywidth arrow 338 (FIG. 11), of clamp ring 306. Reducing diameter 338 ofclamp ring 306 by tightening fastener 344 compresses flange 334 of core302 into secure engagement with handlebar assembly 12.

Preferably, flange 334 overlies a portion of dampener 108, 110 ofhandlebar assembly 12 to isolate, limit, or reduce the amount ofvibration of handlebar body 98 communicated to grip assembly 300.Additionally, the snug interaction between the outboard end of handlebarassembly 12 and the outboard but radially interior end of core 302provides a robust but isolated interaction and connection between gripassembly 300 and handlebar assembly 12. Furthermore, the outboard endinteraction of core 302 and grip body 304 provides an aestheticappearance to the termination of the combined handlebar and gripassembly that does not require a termination cap common to many suchgrip assemblies, including for instance, grip assembly 100 and cap 16shown in FIG. 16.

FIG. 16 shows termination or end cap 208 usable with grip assembly 100and/or other grip assemblies with handlebar assembly 12. Cap 208includes a terminal face 358 that faces in an outboard direction whencap 208 is engaged with a grip and handlebar assembly. Cap 208 includesa projection 360 that extends in an “inward” direction or a directiontoward handlebar bar assembly 12 when a corresponding grip assembly,such as grip assembly 100, is engaged therewith. Preferably, projection360 includes a contoured surface that includes a first portion 362 thatgenerally corresponds to the shape of a terminal or end portion ofchannel 136 and a second portion 364 that completes or compliments thegenerally circumferential cross-sectional shape of handlebar assembly 12proximate an outward facing end of dampeners 108, 110. Cap 208 completesthe aesthetic appearance of handlebar and grip assembly 12, 100 and,when used with grip assembly 100 cooperates with clamp 206 to provide360 degree securable interaction with the terminal end of handlebar body98. Understandably, handlebar assembly 12 is useable withoutsupplemental grip assemblies such as grip assemblies 100, 300 as well asother conventional grips assemblies. Cap 208 can be configured tocooperate with a respective grip assembly and handlebar assembly 12and/or wholly omitted when handlebar assembly 12 is used with selfsupporting or terminating grip assemblies like grip assembly 300.

FIGS. 17 and 18 show another handlebar assembly 380 according to thepresent invention. Those skilled in the art should readily appreciatehandlebar assembly 380 as a handlebar assembly generally applicable foruse with road bikes as evidenced by the substantially curvilinear shapeof the handlebar assembly. It is appreciated that the “straight” barshape of handlebar assembly 12 and the curvilinear shape of handlebarassembly 380 are merely two examples of many different shapes thathandlebar assemblies 12, 380 could be provided.

Unlike handlebar assembly 12 which includes what is commonly referred toas a “straight” bar shape and has only one left hand and one right handgrip site or grip location regardless of supplemental grip assemblies,handlebar assembly 380 includes a pair of upper grip sites 382 and apair of lower grip sites 384. Those skilled in the art will appreciatethat upper grip portions or sites 382 are commonly associated with thelocation of the hands of a rider in up-tight position and grip portions384 are commonly associated with the location of the hands of a rider ina tucked riding position.

Handlebar assembly 380 includes a body 388 that is shaped to define thegeneral shape of handlebar assembly 380. Body 388 is formed a fairlyrigid material such as a fiber or metal material similar to thosedisclosed above with respect to the handlebar assembly 12. Handlebarassembly 380 includes a number of channels 390 and a correspondingnumber of dampeners 392 that are positioned in each channel 390.Dampeners 392 cooperate with channels 390 in any of the mattersdisclosed above with respect to handlebar assembly 12. A grip, such as awrap 393, is wound about body 388 and dampeners 392 and generallyisolates handlebar assembly 380 from direct contact with the hands of arider. An optional cap 396 is engaged with the opposite ends 398, 399 ofhandlebar assembly 380 and enhances the aesthetic appearance ofhandlebar assembly 380. In some applications, cap 396 may also securethe opposite terminal ends of a grip such as wrap 392.

Like handlebar assembly 12, dampeners 392 are constructed of a morepliable material that the material of body 388 and reduces or limits thecommunication of vibrations of handlebar body 388 to the hands of arider. Preferably, dampeners 392 have durometer values and rangessimilar to those discussed above with respect to handlebar assembly 12.Accordingly, handlebar assembly 380 includes multiple right and multipleleft hand grip sites where a rider can interact with handlebar assembly380 and be exposed to a negligible or limited amount of the vibration ofhandlebar body 388. Accordingly, handlebar assemblies 12, 380 reducerider fatigue attributable to interaction the handlebar of a bicycle.Equipping handlebar assemblies 12, 380 with the optional andsupplemental grip assemblies 100, 300 further reduces or limits thecommunication of handlebar vibration to the rider while still allowingrobust securing the respective grip assembly to the underlying handlebarassembly.

FIG. 19 is a graphical representation of testing data acquired with twodifferent grip assemblies secured to a straight handlebar assemblywithout any supplemental dampeners (shown on the left) and the same gripassemblies secured to handlebar assembly 12 (shown on the right).Comparing the images on the left to the images on the right of FIG. 19shows that, regardless of the grip assembly, handlebar assembly 12allows a greater distribution of the forces associated with gripping ofthe dampened handlebar and grip assembly (shown on the right) ascompared to the undampened handlebar and grip assemblies (shown on theleft).

Referring to the left hand images of FIG. 19, with an undampenedhandlebar body, a majority of the force associated with interaction withthe handlebar is focalized at a palm area 400 of a rider. As shown inthe images at right, a substantial portion of the forces associated withinteraction with the hand of the rider in handlebar assembly 12 isdispersed over a greater portion of the total area of the hand.Specifically, a substantial portion of the maximum forces experienced bythe palm translate toward the area of the grip that overlies dampener108, 110 or toward a location 402 of the palm nearer the fingers. Thedistribution of the forces over a larger area of the palm reduces themagnitude of the forces that any one area of the hand must withstand andthereby improves rider endurance. Said in another way, fatigue of thehands of the rider is reduced with use of handlebar assembly 12 ascompared to a handlebar having a corresponding shape but no dampenersand at least partially independent of the grip assembly.

During testing it was shown that handlebar assembly 12 reduced theaverage maximum pressure associated with interaction with the handlebarand grip assembly by approximately 25 kPa between the grips andhandlebar assembly shown in the left images of FIG. 19 and the grips andhandlebar assembly shown in the right images of FIG. 19. Accordingly, arider of a bicycle equipped with handlebar assembly 12, 380 andassumably any supplemental grip assembly, including grip assemblies 100,300 as disclosed above, will be subjected to lower magnitude maximumpressures over the duration of a ride experience as compared tosimilarly shaped handlebars. Accordingly, handlebar assemblies 12, 380and grip assemblies 100, 300 individually provide a user with secureinteraction with the steerable structure of the bicycle in a manner thatreduces the undesirable transmission of handlebar vibration to the handsof the rider.

Therefore, a bicycle handlebar assembly according to one embodiment ofthe invention includes a body that extends between a first distal endand a second distal end and is formed of a first material. A first gripportion and a second grip portion are formed toward opposite ends of thebody. A clamp portion is formed between the first grip portion and thesecond grip portion and is constructed to engage a steerer clamp. Achannel is formed along a portion of at least one of the first gripportion and the second grip portion and a dampener is disposed in thechannel and formed of a material that is more pliable than the firstmaterial.

Another embodiment of the invention that includes or is combinable withone or more of the aspects of the above embodiments includes a bicyclehandlebar assembly having a first grip portion and a second grip portionthat is offset from the first grip portion. The assembly includes acenter portion that longitudinally spaces the first grip portion and thesecond grip portion and is constructed to be secured to a steerer tube.A detent extends along a portion of at least one of the first gripportion and the second grip portion and a vibration dampener is disposedin the detent and shaped to cooperate with the detent to provide agenerally continuous cross-sectional shape along a longitudinal lengthof a respective grip portion.

Another embodiment of the invention that includes or is combinable withone or more of the aspects of the above embodiments includes a bicyclegrip assembly having a core with a passage constructed to overly ahandlebar. The grip assembly includes a first clamp that supports oneend of the core and a second clamp that supports a second end of thecore. The first clamp and the second clamp cooperate to secure the coreto the handlebar. A grip body that is formed of an elastomer materialoverlies a majority of the core and an opening is formed in a portion ofthe core that exposes an inner face of an upward directed portion of thegrip body to the handlebar.

Another embodiment of the invention that includes or is combinable withone or more of the aspects of the above embodiments includes a method ofisolating a bicycle rider from handlebar vibration. The method includesforming a handlebar that is securable to a bicycle and shaped to begripped by a user. At least one detent is formed in the handlebarproximate at least one area of common interaction with a hand of a userof a bicycle. The detent is populated with a dampener that is formed ofmaterial that is more pliable than a material of the handlebar.

The present invention has been described in terms of the preferredembodiment, and it is recognized that equivalents, alternatives, andmodifications, aside from those expressly stated, are possible andwithin the scope of the appending claims.

What is claimed is:
 1. A bicycle handlebar assembly comprising: a firstgrip portion; a second grip portion offset from the first grip portion;a center portion connecting an inboard end of each of the first gripportion and the second grip portion and longitudinally spacing the firstgrip portion and the second grip portion, the center portion constructedto be secured to a steerer tube; a detent extending along a portion ofat least one of the first grip portion and the second grip portion; anelastomeric vibration dampener disposed in the detent and extending in alongitudinal direction along a longitudinal length of a respective gripportion; and a grip secured over at least one of the first grip portionand the second grip portion wherein: an exposed surface of theelastomeric vibration dampener is substantially continuous with anexposed surface of a respective at least one of the first grip portionand the second grip portion, and the grip further comprises a sleeve anda pad positioned over the sleeve.
 2. The bicycle handlebar assembly ofclaim 1, wherein the first grip portion, the second grip portion, andthe center portion are formed as a continuous body of a metal materialor a carbon fiber material.
 3. The bicycle handlebar assembly of claim1, wherein the grip is further defined as a wrap that is wound aroundeach of the first grip portion and the second grip portion.
 4. Thebicycle handlebar assembly of claim 1, wherein the first grip portionand the second grip portion each include more than one grip area to begripped by a hand of a rider.
 5. The bicycle handlebar assembly of claim4, wherein at least one of the first grip portion and the second gripportion have a curvilinear shape.
 6. A bicycle grip assembly comprising:a core having a passage constructed to overlay a handlebar; a firstclamp that supports one end of the core and a second clamp that supportsa second end of the core, the first clamp and the second clampcooperating to secure the core to the handlebar; a grip body overlayinga majority of the core, wherein the grip body includes a first elastomermaterial and a second elastomer material; and an opening formed in aportion of the core that exposes an inner face of an upward directedportion of the grip body to the handlebar; wherein: at least a portionof the opening is aligned with the second elastomer material; the secondelastomer material is more pliable than the first elastomer material;and the opening in the core is shaped and oriented to expose a dampener,attached to the handlebar, to the inner face of the grip body.
 7. Thebicycle grip assembly of claim 6, wherein the dampener is formed of anelastomer material.
 8. The bicycle grip assembly of claim 7, wherein thedampener and the grip body are formed of elastomer materials that havedifferent modulus of elasticity.
 9. The bicycle grip assembly of claim6, wherein each of the first clamp and the second clamp are split ringsand include a fastener that compresses each split ring into engagementwith the handlebar.
 10. The bicycle grip assembly of claim 9, whereinone of the fasteners passes through an opening formed in an ear of thecore that extends in an outward radial direction relative to alongitudinal axis of the core.